JP5215125B2 - Fuel cell system and method for controlling the system - Google Patents

Description

  The present invention relates to a fuel cell system and a method for controlling the system.

In a fuel cell system including a fuel cell that generates power by being supplied with a fuel (for example, hydrogen gas) and an oxidant (for example, air containing oxygen), the fuel supplied from a fuel supply source (for example, a high-pressure hydrogen tank) is pressurized. The pressure is reduced to a predetermined pressure by the control valve and supplied to the anode electrode of the fuel cell.
In this type of fuel cell system, for reasons such as protection of the fuel cell, a flow path shutoff valve (system shutoff valve) is provided upstream of the pressure control valve on the fuel supply flow path. This flow path shut-off valve is closed when the fuel cell system is stopped, and is opened when the system is started, and is controlled so as to maintain the valve open state during operation.

By the way, since the high pressure of the fuel gas sent from the fuel supply source is applied to the inlet side of the flow path shut-off valve, the flow shut-off valve has a driving force necessary for opening the valve (hereinafter referred to as a valve opening drive force). A so-called pilot-type shut-off valve that is small is used (see, for example, Patent Document 1).
This pilot-type flow path shut-off valve includes a main valve that opens and closes a fuel supply flow path, a leading conduction path that bypasses and connects the upstream side and the downstream side of the main valve, and a pilot valve that opens and closes the leading conduction path. When opening the fuel supply flow path, first, the pilot valve is driven to open and the leading conduction path is opened to reduce the pressure difference before and after the main valve, and the main valve is opened in that state. Yes.

In general, in a fuel cell system, a means for detecting a valve opening failure of the flow path shutoff valve (for example, a valve opening failure due to sticking of the valve body) is provided, and the failure of the flow path shutoff valve is detected. When this is done, it is determined that the supply of fuel gas has become impossible, and the power generation of the fuel cell is stopped.
JP 20005-38693 A

  However, if power generation of the fuel cell is stopped immediately when a failure of the flow path shutoff valve is detected, it will not be possible to respond to the power generation request at all. For example, in a fuel cell vehicle, the movement of the vehicle must be given up at that time. I don't get it.

  Therefore, the present invention provides a fuel cell system capable of continuing power generation by a fuel cell as much as possible even in a situation where it is determined that the flow path shut-off valve is a valve opening failure, and a control method for the system. It is something to be offered.

The invention according to claim 1, which solves the above problem, includes a fuel cell (for example, a fuel cell 1 in an embodiment described later) that is supplied with fuel and an oxidant to generate power, and an anode electrode ( For example, a fuel supply source (for example, a high-pressure hydrogen tank 5 in an embodiment described later) for supplying fuel to the anode electrode 1A in an embodiment described later, and a fuel connecting the fuel supply source and the anode electrode of the fuel cell. Prior to the valve opening operation of the supply flow path (for example, the fuel supply flow path 6 in the embodiment described later) and the main valve (for example, the main valve 55 in the embodiment described later) that opens and closes the fuel supply flow path. (For example, a through hole 63 in an embodiment described later) is opened by a pilot valve (for example, a pilot valve 56 in an embodiment described later), thereby the main bar. In a fuel cell system including a pilot-type flow path shut-off valve (for example, a primary shut-off valve 7 in an embodiment described later) for reducing the differential pressure across the front and rear of the valve, the flow path shut-off valve has received a valve opening command The main valve is opened by the main operation determining means (for example, the functions of the pressure sensor 15 and the electronic control unit 20 in an embodiment described later) for determining whether or not the main valve is opened later. If it is determined to not a pilot operation determination means for determining whether said pilot valve is open the leading passage (e.g., the function of the pressure sensor 15 and the electronic control unit 20 in the embodiment to be described later), the And when it is determined by the pilot operation determining means that the pilot valve has opened the first conduction path, And permits the power generation by the fuel cell.
As a result, even in a situation where the main valve does not open after the flow path shutoff valve receives the valve opening command, if the pilot valve opens the leading conduction path, power generation is performed using the fuel flowing into the fuel cell through the leading conduction path. To be done.

The invention according to claim 2 is characterized in that, in the fuel cell system according to claim 1, when power generation by the fuel cell is permitted, a power generation instruction amount for the fuel cell is limited.
Thereby, an excessive power generation instruction exceeding the amount of fuel that can be supplied is limited.

According to a third aspect of the present invention, in the fuel cell system according to the second aspect, when the opening of the main valve is detected after the power generation by the fuel cell is permitted, the power generation instruction amount for the fuel cell is detected. It is characterized by releasing the restriction.
As a result, the normal operation of the main valve is restored, and the power generation of the fuel cell is returned to the normal power generation according to the power generation request.

According to a fourth aspect of the present invention, in the fuel cell system according to any one of the first to third aspects, the pilot operation determination means performs power generation for inspection by the fuel cell for a predetermined time, and the The operation of the pilot valve is determined based on a change in pressure on the anode side.
When power generation for inspection of the fuel cell is performed in a state where the pilot valve opens the leading conduction path, fuel continues to be supplied to the anode electrode through the leading conduction path during the power generation for inspection. On the other hand, if power generation for inspection of the fuel cell is performed in a state where the pilot valve closes the leading conduction path, the remaining fuel is consumed without supplying the fuel. Therefore, when the pilot valve closes the first conduction path, the pressure change rate on the anode electrode side becomes larger than when the first conduction path is opened. Therefore, the operation of the pilot valve can be determined by examining the pressure change on the anode side.

According to a fifth aspect of the present invention, there is provided a fuel cell that generates power by being supplied with a fuel and an oxidant, a fuel supply source that supplies fuel to an anode electrode of the fuel cell, the fuel supply source, and the fuel cell. A pilot that reduces the differential pressure across the main valve by opening the leading conduction path with a pilot valve prior to the opening operation of the fuel supply passage connecting the anode electrode and the main valve that opens and closes the fuel supply passage. In the control method of a fuel cell system comprising a flow path shutoff valve of the type, it is determined whether the main valve has been opened after the flow path shutoff valve has received a valve opening command, and the main valve is opened. when it is determined that no valve to determine if further or not the pilot valve is open, wherein when said pilot valve is determined to be open is to the fuel cell Thus, even when the main valve does not open after the flow-off valve receives a valve opening command, if the pilot valve opens the first conduction path, Electric power is generated using the fuel flowing into the fuel cell.

According to the first and fifth aspects of the present invention, it is determined whether or not the main valve is opened after the flow path shutoff valve receives the valve opening command, and when it is determined that the main valve is not opened. Further, it is determined whether the pilot valve is open, and when it is determined that the pilot valve is open, power generation by the fuel cell is permitted. Even in the situation to be judged, if the pilot valve can open the first conduction path, it is possible to generate power using the fuel passing through the first conduction path, and as a result, the power generation duration time by the fuel cell can be further expanded. It becomes possible.

  According to the second aspect of the present invention, when permitting power generation by the fuel cell in a situation where it is determined that the flow path shut-off valve is faulty, the fuel is deficient in order to limit the power generation instruction amount for the fuel cell. It is possible to prevent the fuel cell from being imaged due to power generation in the state.

  According to the invention described in claim 3, since the power generation of the fuel cell is returned to the normal power generation according to the power generation request along with the recovery of the normal operation of the main valve, the inconvenience given to the user is minimized, and the merchantability Can be increased.

  According to the fourth aspect of the present invention, a special sensor is used to perform power generation for inspection of the fuel cell for a predetermined time and determine the operation of the pilot valve based on the pressure change on the anode electrode side at that time. In addition, the operation of the pilot valve can be reliably determined using a pressure sensor that detects the pressure on the anode electrode side.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In addition, the fuel cell system in this embodiment is an aspect mounted in the fuel cell vehicle.
FIG. 1 is a schematic configuration diagram of a fuel cell system. The fuel cell 1 is formed by laminating a large number of cells each having an anode 1A and a cathode 1B on both sides of a solid polymer electrolyte membrane and gas passages for supplying a reaction gas to the outside of the electrodes 1A and 1B. Configured.

In the fuel cell 1, hydrogen gas as fuel is supplied to the anode 1A, and air containing oxygen as an oxidant is supplied to the cathode 1B to generate power.
Air is supplied to the cathode electrode 1B of the fuel cell 1 from an air supply circuit 2 including an air compressor. The air supplied to the cathode 1B is discharged as a cathode offgas from the fuel cell 1 after oxygen in the air is provided as an oxidant, and is released to the atmosphere via a pressure control valve (not shown). The electronic control unit (ECU) 20 drives the air compressor of the air supply circuit 2 to supply a predetermined amount of air to the fuel cell 1 in response to a required output (power generation request) required for the fuel cell 1. The pressure control valve is controlled to adjust the air supply pressure at the cathode 1B to a predetermined pressure.

  On the other hand, the hydrogen gas accommodated in the high-pressure hydrogen tank (fuel supply source) 5 is sent out from a solenoid valve (not shown) built in the high-pressure hydrogen tank 5 to the fuel supply flow path 6 to be a primary cutoff valve (flow path cutoff valve). 7, the secondary shutoff valve 8, the regulator 9, and an ejector (not shown) are supplied to the anode 1A of the fuel cell 1.

  The primary shut-off valve 7 is installed at a position close to the high-pressure hydrogen tank 5, and the secondary shut-off valve 8 is installed at a position close to the regulator 9. Both the valves 7 and 8 are closed while the fuel cell system is stopped. The ECU 20 is controlled to open and close so that the valve is basically kept open during operation of the system.

  The secondary shut-off valve 8 suppresses an instantaneous increase in the anode pressure of the fuel cell 1 when the primary shut-off valve 7 malfunctions or fuels when the primary shut-off valve 7 fails to close. Hydrogen gas is continuously supplied to the battery 1 to prevent the solid polymer electrolyte membrane of the fuel cell 1 from being damaged.

The primary shut-off valve 7 is an electromagnetically driven pilot shut-off valve.
FIG. 2 shows a specific structure of the primary cutoff valve 7.
The valve body 51 of the primary cutoff valve 7 is attached to the high-pressure hydrogen tank 5, and the valve chamber 52 of the valve body 51 is connected to the outlet of the high-pressure hydrogen tank 5 at the gas inlet 66 portion. The valve body 53 accommodated in the valve chamber 52 includes a main valve 55 and a pilot valve 56 connected by a stem 54, and the main valve 55 is seated on a main seat portion 58 connected to a gas outlet 57 of the valve body 51. The pilot valve 56 is disposed so as to be separable, and is accommodated in a pilot chamber 60 provided at the tip of the plunger 59 so as to be movable in the axial direction of the plunger 59, and is provided on the plunger 59 facing the pilot chamber 60. The sub-seat portion 61 is disposed so as to be seated and separated. The gas outlet 57 is connected to the flow path on the secondary cutoff valve 8 side shown in FIG.

  The stem 54 slidably penetrates a sleeve 62 provided at the tip of the plunger 59, and the sleeve 62 regulates the movement range of the pilot valve 56 so that the pilot valve 56 is detached from the pilot chamber 60. To prevent. That is, when the pilot valve 56 is slightly separated from the sub-seat portion 61, the pilot valve 56 abuts against the sleeve 62 and is prevented from further movement.

The valve body 53 is provided with a through-hole 63 that penetrates from the main valve 55 to the pilot valve 56 along its axis, and when the pilot valve 56 is separated from the sub seat portion 61, When both ends are open and seated on the sub-sheet portion 61, one end of the through hole 63 is closed.
A plurality of gas passages 62 a penetrating in the axial direction are provided on the inner peripheral surface of the sleeve 62, and a plurality of gas passages 56 a penetrating in the axial direction are provided on the outer peripheral surface of the pilot valve 56. The pilot chamber 60 communicates with the gas passages 56a and 62a.

The valve body 53 is urged in the valve closing direction via the plunger 59 by a spring 64 provided between the valve body 51 and the plunger 59.
The plunger 59 is moved against the elasticity of the spring 64 by the force of the electromagnet when the electromagnetic coil 65 is energized, and moves the valve element 53 in the valve opening direction.
2, the main valve 55 is seated on the main seat portion 58, the pilot valve 56 is seated on the sub seat portion 61, and there is a slight gap in the axial direction between the pilot valve 56 and the sleeve 62. is open.

When high-pressure gas is supplied from the gas inlet 66 to the valve chamber 52 in this valve-closed state, when a current flows through the electromagnetic coil 65 in response to a valve opening command from the electronic control unit 20, the plunger 59 is moved by the force of the electromagnet. At this time, the pressure difference between the upstream and downstream of the main valve 55 is very large, and the electromagnet does not have enough force to separate the main valve 55 from the main seat portion 58. Therefore, the plunger 59 temporarily stops when the pilot valve 56 is separated from the sub seat portion 61 and hits the sleeve 62. As a result, both ends of the through hole 63 of the valve body 53 are opened, and the high-pressure gas in the valve chamber 52 flows through the gas passage 62a of the sleeve 62, the gas passage 56a of the pilot valve 56, the pilot chamber 60, and the through hole 63. Then, it flows into the downstream side of the main valve 55. Here, when the flow path connected to the gas outlet 57 is blocked by the secondary cutoff valve 8 (see FIG. 1), the gas pressure on the downstream side of the main valve 55 gradually increases, and the main valve 55 The pressure difference between upstream and downstream decreases. When the pressure difference between the upstream side and the downstream side of the main valve 55 almost disappears, the main valve 55 can be sufficiently separated from the main seat portion 58 by the force of the electromagnet, and the main valve 55 is opened.
In the pilot-type primary shutoff valve 7, the through hole 63 forms a leading conduction path that guides the fuel upstream of the main valve 55 to the downstream side prior to the opening operation of the built-in main valve 55. The valve 560 can be opened when the upstream pressure and the downstream pressure of the main valve 55 become substantially the same.

Returning to FIG. 1 again, the secondary shut-off valve 8 is constituted by an electromagnetic shut-off valve. Although a detailed description of the structure is omitted here, the secondary cutoff valve 8 communicates between the primary cutoff valve 7 in the fuel supply passage 6 and the regulator 9 in response to a valve opening command from the electronic control unit 20. Let
The regulator 9 is composed of, for example, a pneumatic proportional pressure control valve. The pressure of air supplied from the air compressor of the air supply circuit 2 is input as a signal pressure, and the pressure of hydrogen gas at the outlet of the regulator 9 is the signal pressure. The pressure is controlled to be within a predetermined pressure range according to the above.
Note that when the fuel cell system is stopped, the air compressor of the air supply circuit 2 is stopped, and the signal pressure of air to the regulator 9 is almost atmospheric pressure, so the regulator 9 is closed.

  The hydrogen gas supplied to the anode electrode of the fuel cell 1 is used for power generation and then discharged from the fuel cell 1 as an anode off gas to an anode off gas recovery path (not shown). In the anode off gas recovery path, the anode off gas is pressurized and circulated to the anode 1A side of the fuel cell 1 through the ejector.

  Further, a pressure sensor 15 (pressure detecting means) for detecting the hydrogen gas pressure in the section is provided between the primary cutoff valve 7 and the secondary cutoff valve 8 in the fuel supply flow path 6. Yes. The pressure sensor 15 detects the hydrogen gas pressure at the anode electrode inlet (hereinafter referred to as anode pressure) when the secondary shut-off valve 8 is open. Further, the pressure sensor 15 outputs an electrical signal corresponding to the detected value to the ECU 20.

  In a fuel cell vehicle equipped with the fuel cell system configured as described above, the fuel cell system is activated by turning on the ignition switch of the vehicle. When starting this operation, the solenoid valve in the high-pressure hydrogen tank 5 is first opened, and then a valve opening command is output from the electronic control unit 20 to the primary shut-off valve 7. A valve opening command is output to the valve 8. At this time, if there is no valve opening failure in the primary shutoff valve 7, the hydrogen gas in the high-pressure hydrogen tank 5 is supplied to the anode electrode 1 </ b> A of the fuel cell 1 through the regulator 9 and supplied from the air supply circuit 2 to the cathode electrode 1 </ b> B. It is used for power generation of the fuel cell 1 together with the air. The supply amount of hydrogen and air at this time is controlled by the electronic control unit 20 to meet the load-side power generation request such as the accelerator pedal opening.

  Immediately after the start of the fuel cell system, a valve opening command is output to the primary cutoff valve 7 and the secondary cutoff valve 8, and then the anode pressure P in the fuel supply passage 6 is detected by the pressure sensor 15, and the electronic control unit The failure state of the primary shutoff valve 7 is determined according to the anode pressure P detected by 20. That is, when the main valve 55 of the primary shutoff valve 7 is fixed due to freezing or the like, the anode pressure P is not sufficiently increased even if the pilot valve 56 opens the through hole 63 (first conduction path). In that case, it is determined that the primary cutoff valve 7 has failed. In this embodiment, the pressure sensor 15 and the function of the electronic control unit 20 that compares the detected value with a predetermined value P1 are used to determine whether or not the main valve 55 is opened. It is composed.

If it is determined that the primary shut-off valve 7 is malfunctioning based on the detection value of the pressure sensor 15, then the fuel cell 1 is inspected for a short time, and the detection value of the pressure sensor 15 is Then, the change rate A of the anode pressure P due to the power generation for inspection is obtained, and the failure state of the pilot valve 56 of the primary shutoff valve 7 is further determined based on the change rate A. That is, when the pilot valve 56 remains blocking the through hole 63, the power generation for inspection is performed without obtaining the hydrogen supply from the high-pressure hydrogen tank 5, so the pressure of the hydrogen gas on the anode 1A side is abrupt. To decrease. Therefore, when the absolute value of the change rate A of the anode pressure P is greater than or equal to the predetermined value A1 during the power generation for inspection (when the anode pressure P decreases rapidly), the pilot valve 56 remains blocking the through hole 63. (Refer to FIG. 4).
In the case of this embodiment, the pressure sensor 15 that detects the anode pressure P at the time of power generation for inspection, and the rate of change of the anode pressure P is obtained based on the detected value, and the absolute value of the rate of change A is calculated in advance. The function of the electronic control unit 20 that compares with the determined predetermined value A1 constitutes a pilot operation determination means that determines whether or not the pilot valve 56 opens the leading conduction path.

Next, control of this fuel cell system will be described with reference to the flowchart of FIG. The activation control routine shown in the flowchart of FIG. 3 is executed by the electronic control unit 20.
First, in step S101, when the vehicle ignition switch is turned on, in the next step S102, a valve opening command is output to the electromagnetic valve of the high-pressure hydrogen tank 5 and the primary shut-off valve 7, and a slight time delay occurs. The valve opening command is also output to the secondary shutoff valve 8.

  In the next step S103, it is determined whether or not the anode pressure P detected by the pressure sensor 15 is smaller than a predetermined value P1, that is, whether or not the primary shut-off valve 7 has a valve opening failure. The process proceeds to step S104, and if NO, the process proceeds to step S105. In the case of NO, since there is no valve opening failure in the primary shut-off valve 7, power generation in the normal mode, that is, power generation according to the power generation request is executed in step S105.

In step S104, power generation in the inspection mode (power generation for inspection) is executed for a short time. In the power generation in the inspection mode, the power generation instruction amount is set to be smaller than the power generation instruction amount of power generation in the limit mode described later.
In the next step S106, it is determined whether or not the absolute value of the rate of change A of the anode pressure P is smaller than the predetermined value A1, that is, whether or not the pilot valve 56 has a valve opening failure. If it is determined that it has not been performed), the process proceeds to step S107. If NO, the process proceeds to step S108.

  When the routine proceeds to step S108, the pilot valve 56 has also failed to open, so it is determined that the fuel (hydrogen gas) is in a deficient state, and the primary shutoff valve 7 and the secondary shutoff valve 8 are closed ( OFF command) is output to stop the power generation of the fuel cell 1. Thereafter, the process proceeds to step S109, in which the driver is notified by a display display, a warning sound, a voice announcement, or the like that power generation is to be stopped, and the process is terminated.

When the routine proceeds to step S107, the pilot valve 56 has opened the through-hole 63, so it is determined that only the main valve 55 has failed to open, and power generation is performed in the limited mode in which the power generation instruction value (power generation output) is limited. Do. At this time, the valve opening command (ON command) continues to be output to the primary cutoff valve 7 and the secondary cutoff valve 8. In the power generation in the limit mode, the power generation instruction value is limited to a range that does not exceed the maximum value of the fuel supply amount through the through hole 63. At this time, the rotation speed of the compressor of the air supply circuit 2 is also limited.
In step S107, the fact that there has been a valve opening failure of the main valve 55 is recorded in the memory, and this record is used for maintenance.
Then, the process proceeds to step S110, and the driver is informed by a display display, a warning sound, a voice announcement, or the like that power generation is being performed in the restriction mode.

Next, the process proceeds to step S111 to determine whether or not the anode pressure P has exceeded a predetermined value P2. If YES, the process proceeds to the next step S112, and if NO, the current control is continued (standby). ). The predetermined value P2 is set to a pressure obtained only when the main valve 55 of the primary cutoff valve 7 is opened. Therefore, power generation in the restriction mode is continued until the main valve 55 returns to a normal valve opening state.
In step S112, power generation in the normal mode, that is, power generation according to the power generation request is executed.

  As described above, in this fuel cell system, if it is determined that the primary cutoff valve 7 has not actually opened after the valve opening command is output to the primary cutoff valve 7, then the primary cutoff valve 7 is further opened. 7 is determined whether the through-hole 63 is open, and when the through-hole 63 is open, the fuel cell 1 generates power in the limit mode in which the power generation instruction amount is limited. Even in a situation where 7 is determined to be a valve opening failure, as long as the pilot valve 56 operates normally, the minimum power generation can be continued. Therefore, in a vehicle employing this fuel cell system, it is possible to continue driving to a place where maintenance can be performed.

  Further, in the case of this fuel cell system, when the primary shut-off valve 7 in which the pilot valve 56 normally operates is opened, the operation is continued by limiting the power generation instruction amount to the fuel cell 1, so that the fuel is insufficient. It is possible to prevent deterioration of the solid polymer electrolyte membrane of the fuel cell 1 due to power generation.

  Further, in this fuel cell system, when the main valve 55 comes to normally open even after shifting to power generation in the limit mode due to the failure determination of the primary cutoff valve 7, Since it is immediately returned to the power generation in the mode, inconvenience given to the driver can be minimized, and the merchantability of the vehicle can be improved.

  In the case of this embodiment, after the failure of the primary shut-off valve 7 is determined based on the anode pressure, the fuel cell 1 is generated in the inspection mode, and the pressure change on the anode electrode 1A side at that time is used as a basis. Thus, the operation of the pilot valve 56 is determined, so that the opening failure of the pilot valve 56 can be reliably determined without using a special sensor for detecting the failure. The pressure sensor 15 is also used in other controls of the system, such as when determining the timing for supplying compressed air to the fuel cell 1 at the time of system startup.

In addition, this invention is not limited to said embodiment, A various design change is possible in the range which does not deviate from the summary.
For example, when another shut-off valve (secondary shut-off valve 8) is arranged downstream of the flow path shut-off valve (primary shut-off valve 7) as in the above embodiment, the flow at which the pilot valve operates normally When the road shutoff valve opens, close the shutoff valve on the downstream side again to reduce the differential pressure across the flow shutoff valve before proceeding to power generation in the restricted mode, thereby encouraging the main valve to open. Anyway. Further, before shifting to the power generation in the limit mode, the pilot valve may be intermittently opened and closed to prompt the main valve to open.

1 is a schematic configuration diagram of a fuel cell system according to an embodiment of the present invention. 1 is a cross-sectional view of a pilot-type flow path cutoff valve used in a fuel cell system according to an embodiment of the present invention. The flowchart which shows control of the fuel cell system of this invention. The figure which shows the time change of the anode side pressure when test | inspecting driving | operation with respect to the fuel cell system of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Fuel cell 1A ... Anode electrode 5 ... High-pressure hydrogen tank (fuel supply source)
6 ... Fuel supply flow path 7 ... Primary shut-off valve (flow-path shut-off valve)
15 ... Pressure sensor (main operation determination means, pilot operation determination means)
20 ... Electronic control unit (main operation determination means, pilot operation determination means)
55 ... Main valve 56 ... Pilot valve 63 ... Through hole (first conduction path)

Claims (5)

A fuel cell that is supplied with fuel and oxidant to generate electricity;
A fuel supply source for supplying fuel to the anode electrode of the fuel cell;
A fuel supply flow path connecting the fuel supply source and the anode electrode of the fuel cell;
A pilot-type flow path shut-off valve that reduces a differential pressure across the main valve by opening a leading conduction path with the pilot valve prior to opening the main valve that opens and closes the fuel supply flow path;
In a fuel cell system comprising:
Main operation determining means for determining whether or not the main valve is opened after the flow passage shut-off valve receives a valve opening command;
Pilot operation determining means for determining whether or not the pilot valve opens a first conduction path when the main operation determining means determines that the main valve is not opened;
The fuel cell system according to claim 1, wherein when the pilot operation determining means determines that the pilot valve opens the leading conduction path, power generation by the fuel cell is permitted.   The fuel cell system according to claim 1, wherein when the power generation by the fuel cell is permitted, a power generation instruction amount for the fuel cell is limited.   3. The fuel cell system according to claim 2, wherein after the power generation by the fuel cell is permitted, when the opening of the main valve is detected, the restriction on the power generation instruction amount for the fuel cell is released.   The pilot operation determination means performs power generation for inspection by the fuel cell for a predetermined time, and determines the operation of the pilot valve based on a change in pressure on the anode electrode side at that time. 4. The fuel cell system according to any one of 3. A fuel cell that is supplied with fuel and oxidant to generate electricity;
A fuel supply source for supplying fuel to the anode electrode of the fuel cell;
A fuel supply flow path connecting the fuel supply source and the anode electrode of the fuel cell;
A pilot-type flow path shut-off valve that reduces a differential pressure across the main valve by opening a leading conduction path with the pilot valve prior to opening the main valve that opens and closes the fuel supply flow path;
In a control method of a fuel cell system comprising:
Determining whether the main valve has opened after the flow path shut-off valve receives a valve opening command;
When it is determined that the main valve is not open, it is further determined whether the pilot valve is open,
Here, when it is determined that the pilot valve is open, power generation by the fuel cell is permitted.

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